Locomotive structure



P 1952 I w. A. BRECHT 2,610,585

LOCOMOTIVE STRUCTURE Filed Oct. 7, 1947 2 SI-IEETS- Sl-IEET 2 ATTO EY ./f Winston A.BrechI.

Patented Sept. 16, 1952 LOCOMOTIVE STRUCTURE Winston A. Brecht, Pittsburgh, Pa., assignor to Westinghouse Electric Corporation, East Pittsburgh, Pa., a corporation of Pennsylvania Application-October v, 1947, Serial No.- 778,409

than that required on the driving axles. for.

adhesion.

Theforegoing practice has not been followed by most or the builders of diesel-electric locomotives. A relatively low powered cab (1500 to 2000H. P.) is mounted on two swivel. trucks which may be'4 or fi wheeled, that is,having on each truck. The most popular unit is' a 1500 H. P. unit with two 4-wheeled swivel trucks and four motors. All of the weight on the wheels is, therefore, adhesive weight, and units are combined into 2*, 3 or 4-cab locomotives. This results in locomotives having a much higher ratio of adhesive weight to horsepower 8' Claims. (Cl. 105-175) two or three axles, having two traction motors than was commonly used on steam or electric.

locomotives. and low speed tractive efiorts which have proven useful in railroad operation by eliminating :helper locomotive service, and has been an important factor in the popularity of the dieselelectric locomotive. However, the multiplicity of cabs has certain disadvantages, one of.;which is the additional crews; requiredon multi-cab way vehicle which shall be of a relatively light construction and simple and efficient in oper ation.

Other objects of my invention will be explained fully hereinafter or will be apparentto those skilled in the art. I. a

In accordance with center plates of four '4-whee1ed trucks, each of This has provided large startin one embodiment of my inv'entionia. locomotive cab rests directly on the which is provided with two traction motors, thereby making the entire weight of thelocomotive adhesive weight. The trueks are designed topermit a small amount of restrained lateral movement of the two end trucks and a largeamount of unrestrained lateral movement of the two inner trucks to enable the "locomotive to negotiate horizontal curves.

For a better understanding of thenatur'eand objects of my invention; reference may behad to the following detailed description, vtakenin conjunction with the accompanying drawing; in which: I Figure 1 is a view, in side elevation, of a 1000-, motive embodying the principal featuresof 'my invention;

Fig. 2 is a view tion of the invention;

Fig. 3 is a view, in plan, of the running-gear for a locomotive of the'type shown in Figi 1, the propelling motors being-omitted from the trucks;' Fig. 4 is an enlarged view, partly 'in sectionand partly in end elevation'of one of the locomotive trucks, and 1- Fig. 5 is an enlarged view, in side elevation, ofthe truck shown in Fig. 4. a Referring to the drawing andiparticularly to Figure 1, the locomotive structure shown therein comprises acab ID, the underframeof which rests directly on the center plates, or center-pin load-carrying carriages M, of fourtrucks -II and- H' which are of the swivel type, each having two or more axles. As shown, each: truck has a truck-frame which isprovided with four driving wheels i2'an'd two tractionmotors l3, thereby utilizing the entire weight of the locomotive as. adhesive weight. The motors i3fimay be of: the" well known axle-hung type in which one side of the motor is mounted directly on the axle which itdrives. Since the locomotive cab is mounted directly on more than two trucks, it is necessary to pro vide trucks having a" special bolster construction to permit the locomotive to operate satisfactorily on horizontal curves. ,7 a As shown in Figures 3, 4 and-5, each truck" is provided with a supporting'member or center pinload-carrying carriage 14 having a plurality of rollers l5, or other lateral-motion mountingmeans for mounting the load-carrying carriage for a lateral motion in a horizontal plane, with respect to the vehicl'e-underframe. Each barriage I4 is shown as being rotatably mounted 'oii its truck-frame, as will be subsequently described,- thereby permitting arotative or swiveling move in .side elevation oi a modifica;

ment, in a horizontal plane, between each truck and the cab. The cab IE! rests directly on the rollers I5, the axes of which are disposed longitudinally of the truck, thereby permitting lateral movements between each of the trucks II'and II' and the cab I8. The underframe of the cab III is provided with a smooth, horizontal, fiat underplate 21., which; rests on the rollers I5.. If desired, the carriage I4 may be provided with horizontal sliding surfaces in place of the rollers I5, or any other equivalent lateral-motion mounting-means, for supporting the cab I-El.

Means are provided for guiding each of the center-pin carriages I4 with respect to the loco.- motive-underframe, so that each of the carriages which supports said underframe' has some freedom of lateral motion, as described, but sub- V stantially no longitudinal or swiveling motions in a horizontal plane, with respect to said 10- comotive-underframe. Any suitable guidingmeans. may be used. to this end; For example,

. as shown Figs- 3' and .5; a. plurality of pairs of cross-members H may be: carried by the underf'rameof the cab It, for: guiding therespect'ive:center-pin;carriages; Id of the: several trucks. II" and It";

As shown in Fig. 3,, spring members it are provided for restraining, the lateral movement out of a central position or each oneof the two end trucks H. The spring, members It are disposect to. engage the ends of the center pin. car! ri'age f4" and maybe'mounted' inspring shackles 22 which are attached to cross members I i. carried'. by the cab: till. Since: the. spring members I6 are carried: by" the cab structure, the. lateral.

movement between the cab and the center pin carriage I l and, hence, the. truck. H is restrained by the spring members. In this; mamier, the;- lateral. movement of the: two. end: trucks II may be: restrainedv to; approximately two or three inches; The: two center trucks. II. are. unrestrained by springs, thereby permitting the locomotive to negotiate horizontal curves.

The lateral movements of the center trucks H" are limited by the rails; on which: their. flanged wheels run.

As shown in Fig; .4, the laterally movable cabpreviously known conventional type, in which:

the bolsters are mounted: on swing links, raise the truck center plate with lateral. motion. It. will be seen that, if a, cabwere. mounted. on. more thantwoswivel trucks or the swing-link type, this would result in increasing the load on the. trucks which move the furthest. laterally and hence decrease the load on. the trucks which do not swing laterally at all, or as far The. fore-'- present. structure has. numerous advantages over In. this manner, each; cab-supporting;

going condition does. not exist in the-present.

locomotive since the rollers i=5: on. which. the. cab rests are: not. raised, by lateral. motion of the truck but permit the center-plate: M to remain substantially at the. same horizontal level, or height. above the rails as it; moves laterally. 'Ifherefore-, the weight of the: cab is dividedsub?- 4 stantially equally between the trucks at all times.

The present invention is not limited to locomotives having a cab mounted on four trucks but may be applied to any number of trucks over two. Thus, as shown in Fig. 2, each cab may be mounted on two end trucks I I and one center truck II and the two cabs Ifla and IBb coupled together. I

Furthermore, if desired, the trucks may be of the fi-wheeled type instead of the l-wheeled type as shown in the present drawing. In the structure shown. in Fig. 2, the two end trucks II for each cab are provided with the lateral restraining. means while the center truck II' is unrestrained.

Some of the advantages ofthe structure disclosed. herein over conventional multi-cab swivel truck locomotives or conventional multi-axle wheel arrangements are:

1) The mechanical parts are lighter in weight for a given number of;,driving axles;

(.2). The mechanical parts are lower cost, first, because of lower weight and because, of repetitive manufacture of identical trucks;

(3) The maintenance cost is: lower when a truck: or motor: must beirepaired. A spare truck can. be; quickly installed andv the locomotive re.

turned to. service while.- the repair work is being:

Z ing wheels and. guiding trucks.

(5). The trucks. for-8 axle (4:- trucki locomotives and 6 axle (3 truck) locomotives may be. identical. and; interchangeable.

From the foregoing description, it isapparent.

that: I have provided for mounting. a locomotive cab directly on more than. two swivel trucks in. a manner. which permits satisfactory operation of the locomotive by providing for the required:

lateral movement between: the locomotive? cab and the: truck; As explained hereinbefore; the

previously known structures.

Since certain changes may be made in. the

above-described construction, such as the inter-- changing of parts, the addition or omission of parts, and. the substitutionof equivalents, and

hence different embodiments of the invention:

may bemade, without departing from the: spirit and scope thereof, it. is intended that all thematter contained in the above descriptionand shown in the accompanying drawing shall be considered as illustrative and not in a limitingsense.

I. claim as my invention 1. In a locomotive structure, in combination, at least three swivel trucks for supporting a locomotive cab, each truck having a swiveled and laterally movable cab' supporting: member, including means for restraining each truck in a longitudinal: direction. with respect: to the cab, said locomotive cab having an unde'rfran'ie resting directly on said supporting members; and resilient means. on said cab engaging, the cab supporting member for the end trucks for: re straining the lateral movement of the end trucks relative to the: cab.

2-; In a locomotive structure, combination,

at least three swivel trucks for supporting alocomotive cab, a center pin carriageon each truck,.

' a plurality of rollers each. -ca-rriage, means-for restraining each truck in a longitudinal direction with respect to the cab, said locomotive cab having an underframe supported directly by said rollers, each of said trucks being movable laterally relative to said cab, and resilient means on said cab engaging the carriages of the end trucks for restraining the lateral movement of the end trucks.

3. Ina locomotive structure, in combination, at least three swivel trucks for supporting a locomotive cab, a plurality of rollers in each truck, said rollers having their axes disposed longitudinally of the truck frame, means for restraining each truck in a longitudinal direction with respect to the cab, said locomotive cab having an underframe supported directly by said rollers,

I each of said trucks being movable laterally relative to said cab, and resilient means attached to the cab for restraining the lateral movement of the'end trucks.

4. In a locomotive structure, in combination, at least three swiveltrucks for supporting a locomotive cab, a plurality of rollers-in each truck, said rollers having their axes disposed longitudinally of the truck frame, means for restraining each truck in a longitudinaldirection with respect to the cab, said locomotive cab having an underframe supported directly by said rollers, each of said trucks being movable laterally relative to said cab,'.and spring means for restraining the lateral movement of the end trucks, and spring shackles for attaching the spring means to the cab.

5. A railway vehicle comprising: a plurality of plural-axle trucks, each having a truck-frame; a vehicle-underframe supported by at least three of such trucks; a separate load-carrying carof said mounting-means of each pair being a swiveling mounting-means for mounting its loadcarrying carriage for a swiveling motion in a horizontal plane, and for substantially no lateral or longitudinal movements in a horizontal plane, with respect to one of said associated parts; the other of said mounting-means of each pair being a lateral-motion mounting-means for mounting means being disposed between its load-carrying,

carriage and its associated part for restraining the lateral movement out of a central position.

6. The invention as definedin claim 5, characterized by said resilient means being associated I with the respective load-carrying carriages of only the two end-trucks 01 the underframe-supporting trucks which underlie said vehicleunderframe.

7. The invention as defined in claim 5, char acterized by each of the underframe-supporting trucks being electrically driven, and to this end including electric-motor-means for driving each of its axles.

8. The invention as definedin claim '7, characterized by said resilient means being associated with the respective load-carrying carriages of only the two end-trucks of the underframe-sup porting trucks which underlie said vehicleunderframe.

WINSTON A. BRECHT.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 2,071 Davenport et al May 4, 1841 228,694 Terry June 8, 1880 270,153 Terry Jan. 2, 1883- 300,937 Batchelor June 24, 1884 777,575 Wands Dec. 13, 1904 1,008,579 Batchelder Nov. 14, 1911 1,271,682 Eaton July 9, 1918 1,511,064 Priest Oct. 7, 1924 1,574,998 Pendleton et a1 Mar. 2, 1926 2,239,658 St. John Apr. 22, 1941 

